D r u mc h a p e l M a s t e r pl a n Part I: Preliminaries
Let it Grow! Leon Christie Miguel Silva Barral
Introduction As part of the 2017-2018 MSc Urban Design at the University of Strathclyde, students were tasked with developing a design vision for the long term future of Drumchapel in Glasgow. The scope project was developed in response to the well documented Scottish housing shortage and the housing strategies and ambitions of Glasgow City Council and Glasgow Houaing Association. Hence Glasgow commisioned the study to delevop a proposal for how to transform
Drumchapel into a desirable home for current and future residents, encouraging private ownership. The project is structured into four key stages; Analysis, Strategies, Foundation Masterplan and Detailed Masterplan. This booklet is the work of Leon Christie and Miguel Silva Barral for the Foundation Masterplan and Detailed Masterplan stages. Leon Christie (Perth, UK). Civil Engeneering. MSc Urban Design.
Miguel Silva Barral (A CoruĂąa, Spain). Architecture. PGCert Urban Design.
PgDip/MArch Advanced Architectural Design (AAD) MArch Architectural Design International (MADi) PgDip/MSc Urban Design Department of Architecture University of Strathclyde Glasgow strath.ac.uk/engineering/architecture/
Table of Contents Introduction 2
Preliminaries 4 Summary of previous phases
6
1.1. Analysis 1.2. Strategies 1.3. Proposed Concept Plan The project
7 15 16 18
2.1. Choosing a Design Area 2.2. Vision Foundation Masterplan
19 20 22
3.1. Confirmation and Transformation areas 3.2. Streets 3.3. Densities
26 27 34
Masterplan 36 Street Design
40
1.1. Aims and principles 1.2. Street Design Code 1.3. Character Areas 1.4. Places of Special Significance Housing and Plots
41 42 56 62 76
2.1. Plot-Based Urbanism 2.2. Delivery 2.3. Local Urban Code 2.4. Regulatory Framework Ecological Network
77 78 80 86 92
3.2. Ecological Network Elements 94 Phasing 100
Appendices 108 The Built Form
110
Typology & density Density Iterations
111 122
Preliminari
ies
Summary of previous phases
1.1. Analysis This Masterplan lies its foundations on the work developed during the previous four months, in which different teams analyzed various aspects that give a comprehensive overview of the current state of Drumchapel. This led another set of teams to state what future they envisioned for this district,
and to come up with a range of strategies that will make those visions possible. The strategies then crystallize into a proposed concept plan, which particularizes these strategies into actions. From here, we chose an area to be developed in detail. We shall now see the steps that led us to that point.
Figure 1: Current state of Drumchapel
Figure 2: Buildings by use
Figure 3: Buildings by type
1.1.1. Analysing the physical form Analysis of the elements that constitute the built environment shows many issues related to the urban form. Clusters of buildings make up local, disconnected subareas of Drumchapel being segregated by vast areas of open space. Analysis of uses (fig) and typologies (fig) show a clear separation. Most commerce and services are located in a central-southern position, while most of the rest is purely residential. This too is segregated, with buildings clustered by typology. The block size diagram shows mostly
Figure 4: Flood risk
Figure 5: Block sizes
medium and larger sized blocks, with few smaller blocks. This results in a loss of connectivity, especially pedestrian, and indicates the prevalence of the car as a neccessary mean of transport. The map shows a large avaliability of green spaces; while many of them are derelict land, the potential they present is great, for either developmental or environmental purposes. Some of these spaces will need to be used as ways of managing stormwater, being flood risk an actual threat in the area.
1.1.2. Analysing networks "Due to the challenging topographic conditions in Drumchapel, the street network sufers from an unregulated pattern. Consequently, roads are convoluted and do not facilitate luent eicient movement through the town. Large unoccupied land interrupts Drumchapel’s urban fabric and create big gaps in the street network which then further reduce walkability between one area to the other. The very geographic centre of Drumchapel is serving as a barrier between the north and south parts due to a lack of sufficient connections through it. There is an existing network of pedestrian paths in place, yet at places it appears disconnected. The landscape strategy of the green areas can benefit from certain improvements so as to ensure better walkability through the park as a shortcut between Drumchapel’s north and south sides." 1
1
Patarova, A.; Indzhov, H.; Chavdarova, V.; Gan, Z. "Analysis booklet #5: Network Analysis of Streets"
Even though Drumchapel’s topography is challenging and should be taken into account when laying out future street network proposals, it should be treated so as to achieve best results in urban connectivity. The presence of so many gap sites presents an opportunity for repairing its patched-up urban fabric and re-building connections between places.
An improvement in the street connections can create conditions for the development of better public space and even distribution of facilities, thus improving local quality of life and walkability levels.
Figure 6: Global straightness centrality
Figure 7: Public connections
Transport
Figure 8: Local centrality 800m
closeness
Figure 9: Global straightness centrality
Figure 10: Global betweenness centrality
By leveraging the large amount of undeveloped land north of Linkwood Drive, there is potential for improving Drumchapel’s closeness centrality in the north by introducing a denser street network. It would be harder to introduce density in the west, which is more built-up, unless connections westward with Bearsden area sought.
Straightness centrality is strongest where streets form a grid pattern and have many mutual intersections, so it would be beneicial to introduce such a pattern within new developments.
Despite Drumchapel’s good betweenness centrality on a local scale, a new vertical axis through the Garscadden valley could reinforce the connection between south and north and help establish a neighbourhood core.
Figure 11: 1888-1913 OS map, showing Garscadden House, the still existing villas, and the Castle of Drumry.
Figure 12: 1944-1966 OS map, showing the maximum extension of Drumchapel (white pages) and the tenement as the dominant typology.
1.1.3. Analysing the invisible HISTORY
PLANNING FRAMEWORK
EXPERIENCING DRUMCHAPEL
The most important historic landmark in the area is the Antonine Wall, built by the romans during the 2nd century. In the more recent history, the most relevant site was Garscadden Estate, built in the 18th century. This was the gravitational centre of Drumchapel until the post-war era, when the modernist developments are built. It is now that the most recognizable features of this district appear: the wide spaces, the cookie-cutter tenements and, above all, the surge of a working-class only, disconnected community. When the industry on which it was highly dependent closed, the population rapidly declined, and most of the area became vacant brownfield.
As a result of the decentralisation policies in the 50s Drumchapel has been built guided by modernist principles which has led to relatively poor housing stock throughout the area, with ribbon blocks not suited to context and low density suburban housing. As a result of the poorquality stock and other socio-economic and environmental factors Drumchapel has become an undesirable place to live and the population has decreased from 34000 to 12000 since the 1950s.
Kinfauns Drive and Drumchapel Road are perceived as the main "paths". The major "node" is the shopping centre, and Garscadden burn and the vacant lands are considered "edges". All of the streets analyzed fail to meet the criteria defining a "vibrant street". The perception of safety is quite consistent throughout the area, with the only issues being related to vandalism by the youth. Many areas, however, are considered "uncomfortable", such as the industrial site. Vacant buildings and lack of variety are a common occurrence in the area of study.
Figure 13: Experiencing Drumchapel's perceptual map, showing edges (dark red), nodes (pink), paths (beige) and landmarks (stars).
connected green network
Figure 14: Issues map of Drumchapel
Big blocks Poor connectivity Lack of vibrancy Uniformity Lack of imageability Topography Dispersal of services and retail Flood risk Inefficient position of train station
1.2. Strategies Based on the previous research, a num- of imageability, therefore reducing ber of issues have been identified: dweller's ownership of their neighbourhood. A difficult topography to work with, Flood risk in many areas, especially consisting in multiple drumlins sepa- those near to the burns. rated by valleys, which cause isolation between areas. In order to address these issues, some A poor inner connectivity, with a street strategies have been developed. They network lacking in centrality, hierarchy include establishing a good street neand user experience. twork to increase the inner connecAn outward connectivity impaired by tivity, connect key points to enhance the nowadays badly positioned railway Drumchapel's connection to the outsistation, far from the center and the de, move the train station to where it main arteries. would be most useful, densify the acLack of retail and dispersal of services, tivity nodes to sustain vibrancy and a which results in car dependancy and a few other strategies that aim to achieve striking lack of vibrancy. the desired complexity that will make Uniformity of the built form which re- Drumchapel an adaptable, resilient, cosults in dull urban landscapes and lack hesive neighbourhood.
1.3. Proposed Concept Plan
NODES
STREETS
This proposed concept plan plans to strengthen the current central node, centered around the junction between the two main axis. Being the most connected place in the district, both by private and public transport, it has the potential to attract both dwellers and visitors alike. Because it's the existing main node, people can recognize it as a node from the beginning.
To define the node and create centrality, two arteries are proposed; a new west-east axis, connecting Drumchapel to Clydebank and Bearsden respectively; and realignement of the existing north-south road to create a more dircet route to the road leading to Duntocher to the north.
This concept contemplates the creation of four additional neighbourhood nodes, all surrounding the main node and connected by public transport and direct rputes. As with the main node, they are placed in already consolidated places for inmediate recognition, for these places happen to be spaced evenly.
ECOLOGICAL The street network facilitates a connected green network amougst the green nodes of the area to avoid a detminetal impact on the existing ecosysytem, and tomobilse ecosystem services throughout the urban area.
Figure 15: Concept Plan
The project
2.1. Choosing a Design Area Our Design Area of choice is centered on what we expect to be the main node. This provides us with a number of interesting challenges and opportunities: STATION The area encompasses what we see as the potential catalyst for transformation; the new railway station, sitting on the main road and much better connected than the existing. Offering fast and safe journeys to the city centre and other parts of Glasgow while having low housing prices can encourage potential dwellers to move into this area, thus sparking its growth. CENTRAL NODE
Figure 16: Design Area
Already existing as Drumchapel’s current centre, it is also largely flat, which allows for efficient building and good walkability. Being on a main junction and close to the station makes it very well connected, and provides a certain amount of through traffic that may add demand for services and retail. Having the central node means that we can work with the highest densities for this district and integrate services, public facilities and retail in the urban tissue, making this area more complex and interesting. TOPOGRAPHY We get to deal with complicated topography, especially the hill atop of which are sitting the two towers and the valley around Garscadden burn. The burn also flows through this area, providing a great opportunity for placemaking and environmental strategies. HERITAGE The area hosts a number of valuable buildings, including victorian villas and two churches.
2.2. Vision
Figure 17: Casbah of Algiers
Drumchapel is no longer a stigmatised and deprived peripheral housing estate, but the central district in a western belt of centres that includes Clydebank and Bearsden. It is an area of vitality, with a high quality public realm, convenient transport options and a diverse mix of services and amenities. A strong community spirit exists, fostered through the bottom-up, self-organising approach that brought about its transformation. Figure 18: Amsterdam
"The key to fixining our broken part of urban development does not lie in grand plans or giants proects. Rather it lies in the collective initiative and energy of people." Massive Small
“Neighborhoods built up all at once change little physically over the years as a rule...[Residents] regret that the neighborhood has changed. Yet the fact is, physically it has changed remarkably little. People's feelings about it, rather, have changed. The neighborhood shows a strange inability to update itself, enliven itself, repair itself, or to be sought after, out of choice, by a new generation. It is dead. Actually it was dead from birth, but nobody noticed this much until the corpse began to smell.� Jane Jacobs, The Death and Life of Great American Cities
Foundation Masterplan
The Foundation Masterplan transforms the strategies and concept plan into a spatial structure. It is an intermediate stage between the previous stage and the following detail design that considers the street hierarchy, densities and street edges of the Masterplan, as a tool for optimisation of these components. Indeed it requires a projection of what the detailed manifestations will be, which consequently informs decisions made in the Foundation Masterplan, but is a useful tool to isolate the structural components in order to tackle the complexity of such features. These components have implications for connectivity, block size, street wid-
th, properties of public spaces and the inherent experience of a place, so it is crucial to gain an understanding of these implications whilst using this process. We identify the extent of transformation required under our vision, we layout a street network as the predominant determinant of urban form and we attribute densities pertinent to the vision, conscious of appropriate contextual confines, and analysis of selected examples of these densities, to help understand their resultant form. The result is a refined spatial structure where from the Masterplan can evolve.
Figure 19: Foundation Masterplan
DENSITY BAND
FOUNDATION MASTERPLAN COVERAGE
DENSITY RANGE
DWELLINGS
L-
1.7443
35-45
70
L=
1.2837
45-55
64
L+
2.654
55-65
159
M-
5.8136
65-75
407
M=
6.475
75-85
518
local street
M+
4.8083
85-95
433
local main road
H-
3.5824
95-105
358
urban main roads
H=
0.9894
105-115
109
high speed routes
H+
2.4042
115-125
289
lanes
2406
3.1. Confirmation and Transformation areas Initially we set out to define transformation areas (areas to undergo significant change) and conservation areas (areas to remain largely intact). However, following in depth analysis of the site we feel that no considerable area within the design area, with the exception of Garscadden
Figure 20: Confirmation and Transformation Area
Valley and the villas on Garscadden Road, will not be subject to significant change. We feel the extent of development proposed is justified due to spatial requirements of the district node and the poor urban structure and building quality that occupy the design area as existing.
3.2. Streets Buildings may come and go, but streets usually last much longer, outliving buildings by decades, centuries and even millenia. That's what makes the street layout the most important decision in a masterplan, and the reason why we felt that we needed a methodology for a process that would be otherwise entirely arbitrary. Our aim is to design a street network that is: useful, this is, that covers the movement needs of the users; efficient, allowing as much land as possible to be developed; resilient, able to host a wide range of uses through all of its lifetime; and is of value, that it induces
emotional well being and sense of place to the user. To achieve these objectives, we could have looked to a few streets that we think align with those principles and try to imitate them. However, that would go against our early stated ethos of "letting it grow". Instead, being consequent with our motto, we wanted our streets to develop as they do spontaneously. This means that we need to take a morphogenetic approach to urban form, unlocking the DNA of the generative process of streets to then apply it to our own streets. This is what we have called "the Generative Algorithm".
3.2.1. The Generative Algorithm The Generative Algorithm is a set of rules that define how the process of urban growth generates the two elements that make up the urban tissue: streets and plots. This area of knowledge pertains to urban morphology. For this proposal, we have studied the work of the Italian school of Urban Morphology, in particular that of Gianfranco Caniggia.
resonant with the human needs than the "creationist" design, which may overlook many important details that go unnoticed to the planner. Thus, we use the description of the urban tissue generation process to create a ruleset that would allow anybody to design "spontaneous-like" streets, and in this case, to apply the ruleset ourselves to asess our design.
The urban tissue formed in a sponta- In the next pages we will see how this neous way tends to produce a series process works, and the urban forms of patterns and forms that are more that result.
1
Main routes form from one node to another. These will be called matrix routes and they follow the lowest effort path joining the two nodes.
A series of plots appear on both sides of the route, facing and perpendicular to it, extending from both nodes along the route. This band of plots is called the pertinent strip of the route.
2
Secondary routes form, not joining nodes, but extending from the matrix routes, solely in order to be populated, their sides being built up. These are called planned building routes. • Planned building routes originate at right angles from matrix routes. • The planned building route's pertinent strip won't start until the depth of the matrix route's pertinent strip is reached. • Planned building routes are rectilinear, to allow plots to be rectangular. • If there is land avaliable next to the matrix route, a second planned building route will appear before the first goes much further. • This second planned building route will appear at a distance equal to twice the standard plot depth. • Subsequent planned building routes will tend to be parallel to the first one, to allow plots to be rectangular. • If "right angle from matrix route" and "parallel to previous planned building route" are incompatible (i.e. the matrix route is curvilinear), planned building routes will start perpendicular and bend once the matrix route's pertinent strip depth is reached.
3
Connecting routes appear to allow navigating between planned building routes without going back to the matrix route.
Connecting routes won't feature their own pertinent strip unless infill plots appear due to high land value and risen demand.
4
(5)
Once an area has been built up, the pertinent area (the portion of open land inside a built plot) of the corner plots will see their value increased, and as a result may become independent, buildable plots, albeit shorter. This are the infill plots, which appear spontaneously to maximize land use efficiency.
All the previous phases conform the generation of the basic tissue. From here, another type of route, the breakthough route, may overlap previous tissue to directly link existing or newly emerging nodes when no matrix route already ensures this link. These routes tend to feature irregular or trapezoidal plots in their pertinent strips, as they need to adapt to the previously existing plots to which they are not aligned. [Because of the very nature of these routes, they may appear over time, well beyond the scope of this project.]
In bluish grey: processes that affect plots. In black: processes that affect streets.
3.2.2. Street Layout Our street layout originates from applying case with Glaeser or Canniggia streets. the previously stated rules to our context. These have few to no plots facing them unless high demand exists in the area. The matrix routes are those that go from node to node. This means that our Burn street is slightly different; since two axis, that join adjacent nodes be- would be more useful to think of it as tween themselves (Bearsden, Drumry) a point to point, but that would make it and Drumchapel with them, fall within a matrix route and that was too high in this category. Garscadden Road, joi- rank for such a small and quiet place. A ning the new junction with Old Drum- compromise solution was found when, chapel, Dunkenny Road, connecting given its distinctive character unlike any the central node with the northwester- other street, we made it into an early nmost neighbourhood node, Dalsetter breakthrough route, breaking through a Avenue, offering a shortcut to the new very homogeneous tissue and thus prestation, and Linkwood Drive, leading to senting typical features of these routes the top of the hill, are all matrix routes such as trapezoidal plots. as well, albeit lower in hierarchy. From these matrix routes, so called planned building routes originate at right angles. There are many instances of this type of street, such as Hippodamus, Burnham and McHarg streets springing from Drumry Avenue, or Lynch and Alexander streets stemming from Dalsetter Avenue. These routes indeed are parallel to each other, rectilinear and separated twice the standard plot depth from each other. In some occasions, to keep parallel to the previous and still emerge at right angles from the matrix route, they need to bend, and they do so after one standard plot depth from their starting point. Connecting routes allow navigation between planned building routes after a certain distance from the junction, as is the
connecting route planned building routes
matrix routes
Urban and Local Main roads work as matrix routes, joining relevant nodes
Main roads (matrix routes) present a continuous, unbroken strip of plots
Streets springing from the High St do so perpendicularly and parallel to each other
Planned building route's strips, like Lynch Street's, appear past the depth of the matrix street's pertinent strip
Planned building routes, again like Lynch street, are rectilinear
A second planned building route appears at a distance of 2x the average plot depth
Planned building routes, as these ones When being parallel to each other and perpendicular Past a certain distance, connecting routs originating from Drumry avenue, are parallel to the matrix route are not compatible, they bend, facilitate communication between planned to each other like these ones stemming from Garscadden Rd building streets, as is the case with Glaeser St
Connecting routes like Florida lane don't have plots Eventually, pertinent areas of the plots next to a facing them at the beginning connecting street like these from the main node may become independent plots
Being akin to a breakthrough route, Burn St features irregular and trapezoidal plots
3.2.3. Multiple Centrality Assesment Centrality is the mathematic, measurable value of the "relevance of a place", this is, places that are "closer to other places (closeness centrality), places that are structurally made to be traversed (betweenness centrality), places whose route to other places deviates less from the virtual straight route (straightness centrality)" (Crucitti, Latora, and Porta, 2006)1.
EXISTING BETWEENNESS CENTRALITY
BETWEENNESS CENTRALITY "Betweenness centrality, CB, is based on the idea that a node is central if it lies between many other nodes, in the sense that it is traversed by many of the shortest paths connecting couples of nodes." A street with a high betweenness centrality implies a busy street, with higher footfall and easier communication with other areas in the metropolitan area.
EXISTING STRAIGHTNESS CENTRALITY
STRAIGHTNESS CENTRALITY "Straightness centrality, CS, originates from the idea that the efficiency in the communication between two nodes i and j is equal to the inverse of the shortest path length dij." Higher straightness centrality means shorter travel times, leading to ADASDASDASD CLOSENESS CENTRALITY 400M "Closeness centrality, CC400, measures to which extent a node i is near to other nodes along the shortest paths within a 400m radius". 400m represents a 5 minutes walk. Streets with higher closeness centrality are within walking distance of many places, which makes them ideal for services and public transport stops. 1 Crucitti, P., Latora, V. & Porta, S., 2006. Centrality in networks of urban streets. Chaos: An Interdisciplinary Journal of Nonlinear Science, 16(1).
EXISTING CLOSENESS CENTRALITY (400M)
PROPOSED BETWEENNESS CENTRALITY
1
RESULTS INTERPRETATION The new section of the north-south axis (1) stands out as a main route, partially reducing the amount of routes through of some minor streets (2) which will benefit from the calmed traffic. The other main change is driven by the new park valley road (3), directing the traffic through and from Bearsden through the center. This analysis confirms the proposed Station street-High street, Southdeen avenue and Drumry street as the main axis, and Garscadden square (4) as a major nodal point.
2
3
4
PROPOSED STRAIGHTNESS CENTRALITY
RESULTS INTERPRETATION
5
5 6 5
PROPOSED CLOSENESS CENTRALITY (400M)
7 7
7
7
Contrasting with the convoluted forms of the typical sprawl street and the lollipop shaped cul-de-sacs, which present an extremely low straightness centrality, the proposed street network is based on a grid of mainly straight streets coming at right angles. This gives the gridded areas (5) a high straightness centrality. The connection with Bearsden is also straighter after Southdeen avenue extension (6).
RESULTS INTERPRETATION If there is a measurement that would favor greatly the gridded network, that would be closeness centrality. Grids, and especially 4-way junctions (in contrast with T-junctions) raise the number of connections for each node. Since closeness centrality measures the sheer amount of connected nodes within a radius, the more connections, the higher the node ranks. Therefore, the closeness centrality of the gridded areas (7) has been hugely improved.
3.3. Densities Through our Strategies, Concept Plan and Foundation Masterplan a framework is developed for Drumchapel as a successful place under principles of good urbanism. From here, the design process evolves through determining appropriate density.
dius facilitates a diverse centre as stated by the Urban Task Force in ‘Towards an Urban Renaissance’ (1999) (Barton et al. 2003). Acknowledging the identity of Drumchapel, we believe the lower end of this range at 5,000 is appropriate and achievable and as identified in the analysis, low densities and and lack of social diversity is undermining the vitality of the area and hence, a ‘diverse centre’ is fundamental to making Drumchapel a successful place.
This requires consideration for what levels are required to achieve sufficient diversity, connectivity and public services and amenities provision, and also what is contextually appropriate given Drumchapel’s identity as a residential Translating 5,000 people into dweneighbourhood on the fringe of Glas- llings; we divide it by 2.2, the average gow. number of people per household in Scotland as recorded in the 2011 UniWith this in mind we aim for a threshold ted Kingdom Census (Office for Naas understood to achieve such attribu- tional Statistics 2013), giving a target tes and compare the resultant form to of 2273 dwellings. places of similar characteristics to ensure that the massing feels appropriate. Within a 400m radius of the node we then calculate the buildable area under A concentration of people in the range each density range and apply trial and of 5,000-10,000 within a 400m ra- error with different values of range,
until the total number of dwellings produced amputated to approx. 2273, in units per hectare with one unit equaling approx. 0.9 dwellings: Average household size in the UK is 90m2 (Heath 2017), equalling 270m3 at approximate storey height of 3m. Thus at one unit equal to 300m3, one unit equals 0.9 dwellings. The result is an average of 72 units per hectare, with building heights of 3 stories at the centre (4 at the corners of the node), dropping to two stories approx. 200m from the node. This results in massing which feels similar to that of Renfrew, a place we feel Drumchapel has the potential to reflect in size, being a small town of around 20,000 people, at the same distance from Glasgow City Centre as Drumchapel.
Figure 22: Renfrew Town Centre
Figure 21: Renfrew and Drumchapel Startegic Comparrisons